Aircraft and system for supplying electrical power to an aircraft electrical load

ABSTRACT

One embodiment of the present disclosure is a unique aircraft. Another embodiment is a unique system for supplying electrical power to an aircraft electrical load during flight operations. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for fluid driven actuation systems.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent ApplicationNo. 61/774,966 filed Mar. 8, 2013, the contents of which are herebyincorporated in their entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to aircraft, and more particularly, toaircraft and systems for supplying electrical power to an aircraftelectrical load.

BACKGROUND

Aircraft and systems for supplying electrical power to aircraftelectrical loads remain an area of interest. Some existing systems havevarious shortcomings, drawbacks, and disadvantages relative to certainapplications. Accordingly, there remains a need for furthercontributions in this area of technology.

SUMMARY

One embodiment of the present disclosure is a unique aircraft. Anotherembodiment is a unique system for supplying electrical power to anaircraft electrical load during flight operations. Other embodimentsinclude apparatuses, systems, devices, hardware, methods, andcombinations for fluid driven actuation systems. Further embodiments,forms, features, aspects, benefits, and advantages of the presentapplication will become apparent from the description and figuresprovided herewith.

BRIEF DESCRIPTION OF THE DRAWINGS

The description herein makes reference to the accompanying drawingswherein like reference numerals refer to like parts throughout theseveral views, and wherein:

FIG. 1 illustrates some aspects of a non-limiting example of an aircraftin accordance with an embodiment of the present disclosure.

FIG. 2 schematically illustrates some aspects of a non-limiting exampleof a system for supplying electrical power to an aircraft electricalload during flight operations of an aircraft in accordance with anembodiment of the present disclosure.

FIG. 3 schematically illustrates a sectional view of some aspects of anon-limiting example of a conduit and a conductor in accordance with anembodiment of the present disclosure.

DETAILED DESCRIPTION

For purposes of promoting an understanding of the principles of thedisclosure, reference will now be made to the embodiments illustrated inthe drawings, and specific language will be used to describe the same.It will nonetheless be understood that no limitation of the scope of thedisclosure is intended by the illustration and description of certainembodiments of the disclosure. In addition, any alterations and/ormodifications of the illustrated and/or described embodiment(s) arecontemplated as being within the scope of the present disclosure.Further, any other applications of the principles of the disclosure, asillustrated and/or described herein, as would normally occur to oneskilled in the art to which the disclosure pertains, are contemplated asbeing within the scope of the present disclosure.

Referring to FIG. 1, there are illustrated some aspects of anon-limiting example of a vehicle 10 in accordance with an embodiment ofthe present disclosure. In one form, vehicle 10 is an aircraft, referredto herein as aircraft 10. In one form, aircraft 10 includes a fuselage12, wings 14, an empennage 16, propulsion engines 18 and an aircraftelectrical load 20. Wings 14 and empennage 16 are coupled to fuselage12. In one form, aircraft 10 is a twin engine aircraft. In one form,engines 18 are turbofan engines. In other embodiments, engines 18 may beturboprop engines, turboshaft engines, turbojet engines, hybrid engines,or any other type of engine. In one form, engines 18 are coupled towings 14. In other embodiments, engines 18 may be coupled to any one ormore aircraft 10 structures, e.g., including fuselage 12 and/orempennage 16.

In one form, aircraft 10 is a fixed-wing aircraft. In other embodiments,aircraft 10 may be any type of aircraft, e.g., including and withoutlimitation, a rotary-wing aircraft, a combination rotary-wing/fixed-wingaircraft, a tilt-rotor aircraft, and/or a tilt-wing aircraft, and may bemanned or autonomous. In various embodiments, aircraft 10 may have asingle main propulsion engine or a plurality of main propulsion engines.In addition, in various embodiments, aircraft 10 may employ any numberof wings 14. Empennage 16 may employ a single or multiple flight controlsurfaces.

Electrical load 20 is associated with aircraft 10 during flightoperations. In one form, electrical load 20 includes one or more highenergy devices, such as directed energy weapon systems, e.g., a highpower laser system, a high power microwave system and/or a high powermillimeter wave system. In other embodiments, electrical load 20 may beany electrical load associated with aircraft 10, e.g., including flightcomputer systems, navigation and communication systems, radar systemsand other hazard detection/avoidance systems, flight control surfacepositioning systems, landing gear systems, cabin environmental controlsystems, or any electrical system employed by aircraft 10 during flightoperations.

Referring to FIGS. 2 and 3, some aspects of a non-limiting example of asystem 30 for supplying power to electrical load 20 during flightoperations of aircraft 10 in accordance with an embodiment of thepresent disclosure are schematically illustrated. Conventional aircraftelectrical systems deliver power from the generator at 270V or less. Forlarger power systems, e.g., 500 kW and above, the cable (conductor)sizes required to carry the power at 270V become undesirably larger andheavier relative to smaller power systems. Hence, it is desirable tooperate some parts of the power system at higher voltages. However, thetransmission of electric power on aircraft is typically limited toapproximately 270V due to breakdown of known electrical cableinsulation. Voltages above 270V may result in corona effects, e.g.,electrical discharge through the sheath or cable insulation, in someambient conditions, e.g., lower altitudes. System 30 is configured tosupply electrical power at voltages greater than 270V.

System 30 includes a generator 32 driven by an engine 34; a voltagereducer 36; a plurality of conductors 38; and a conduit system 40.System 30 is configured to generate electrical power for electrical load20 during flight operations of aircraft 10.

Generator 32 is mechanically coupled to engine 34. Generator 32 isconfigured to generate electrical power for electrical load 20. In oneform, generator 32 is a synchronous generator. In other embodiments,generator 32 may be any electrical power generating machine configuredto convert mechanical power into electrical power in AC and/or DC form.

Engine 34 is coupled to generator 32, and is configured to supplymechanical power to generator 32 for conversion by generator 32 toelectrical power. In one form, engine 34 is one or more propulsionengines for aircraft 10, e.g., one or more engines 18. In otherembodiments, engine 34 may be any engine installed in or on aircraft 10.In one form, engine 34 is a gas turbine engine. In other embodiments,engine 34 may be any other type of engine.

Voltage reducer 36 is electrically coupled between conductors 38 andelectrical load 20. Voltage reducer 36 is configured to reduce thevoltage of the electrical power output of generator 32 to a voltagelevel suitable for use by electrical load 20. In one form, voltagereducer 36 is a transformer. In other embodiments, voltage reducer 36may be another type of voltage reducer, e.g., a voltage divider. Instill other embodiments, voltage reducer 36 may take one or more otherforms in addition to or in place of a transformer and/or a voltagedivider. Yet other embodiments may not include a voltage reducer such asvoltage reducer 36.

Conductors 38 are electrically disposed between generator 32 and voltagereducer 36. Conductors 38 are configured to conduct electrical powerbetween generator 32 and electrical load 20. In one form, conductors 38are configured to conduct electrical power between generator 32 andelectrical load 20 via voltage reducer 36. In other embodiments,conductors 38 may be directly coupled to electrical load 20. In someinstances, voltage reducer 36 may be positioned some distance fromgenerator 32, e.g., adjacent to electrical load 20, and hence, thelength of conductors 38 may vary with the needs of the application.

In one form, conductors 38 are copper conductors. In other embodiments,conductors 38 may be formed of other materials in addition to or inplace of copper. In one form, each conductor 38 includes an insulator42, e.g., one or more layers of conventional wire insulation configuredfor aircraft service. In other embodiments, other types of insulatorsmay be employed, or none may be employed. In one form, two conductors 38are employed as input and output conductors. The number of conductors 38may vary with the needs of the particular application. Other embodimentsmay employ more than two or less than two conductors.

Conduit system 40 includes a dielectric gas 44 disposed within conduits46. Conduits 46 are configured to house conductors 38. In addition,conduits 46 are configured to envelope conductors 38 in one or morelayers of dielectric gas 44 in order to insulate conductors 38 withdielectric gas 44. By enveloping conductors 38 in one or more layers ofa dielectric gas 44, system 30 allows the transmission of electricalpower at higher voltages in or on aircraft 10 via conductors 38 than maybe transmitted otherwise, e.g., via conventional insulation alone. Byusing a higher voltage, the size and weight of conductors 38 may bereduced relative to conductors that operate at lower voltages. Invarious embodiments, all or portions of generator 32 and/or voltagereducer 36 may be enveloped in dielectric gas 44. In one form, conduitsystem 40 includes one conduit 46 per conductor 38. In otherembodiments, more than one conductor may be disposed in each conduit 46.In still other embodiments, multiple conduits 46 may be employed perconductor 38, e.g., arranged coaxially as one potential means forenveloping conductors 38 in more than one layer of dielectric gas 44. Inother embodiments, multiple layers of dielectric gas 44 may be achieved,for example and without limitation, by coaxially disposing one or moretubes (not shown) around conductor 38, within conduit 46, wherein eachtube is spaced apart radially from an adjacent tube, conductor 38 orconduit 46 to form coaxial layers of dielectric gas surroundingconductor 38. Standoffs (not shown) may be employed to maintain radialspacing between the tubes, conductor 38 and conduit 46. The standoffsand tubes may be formed of non-conducting materials. In variousembodiments, conduits 46 are sealed to prevent leakage of dielectric gas44.

In one form, a cooling system 48 is employed to cool conductors 38. Inparticular, cooling system 48 is configured to distribute dielectric gasthrough conduits 46 to cool conductors 38. In one form, cooling system48 is also configured to cool part or all of one or both of generator 32and voltage reducer 36 by distributing dielectric gas therethrough. Inone form, cooling system 48 is a refrigeration system, e.g., a vaporcompression refrigeration system, wherein dielectric gas 44 is arefrigerant vapor, and wherein conduits 46 form return lines in therefrigeration system. In other embodiments, cooling system 48 anddielectric gas 44 may take other forms, for example, a heat exchangesystem that circulates dielectric gas 44 in the form of a refrigerantvapor or another gas or vapor. Still other embodiments may not employ acooling system to circulate dielectric gas 44.

Embodiments of the present disclosure include an aircraft, comprising: awing; a fuselage coupled to the wing; an engine coupled to at least oneof the fuselage and the wing; an electrical load associated with theaircraft during flight operations; a generator coupled to the engine andconfigured to generate electrical power for the electrical load; aconductor electrically disposed between the electrical load and thegenerator; a conduit configured to house the conductor; and a dielectricgas disposed in the conduit; wherein the conduit is configured toenvelop the conductor in the dielectric gas.

In a refinement, the generator is at least partially enveloped within inthe dielectric gas.

In another refinement, the dielectric gas is a refrigerant vapor.

In yet another refinement, the aircraft further comprises arefrigeration system and a refrigerant configured for use with therefrigeration system, wherein the dielectric gas is a refrigerant vapor.

In still another refinement, the refrigeration system is configured tocool the generator.

In yet still another refinement, the generator is at least partiallyenveloped within the refrigerant vapor

In a further refinement, the aircraft further comprises a voltagereducer electrically coupled between the conductor and the electricalload, wherein the voltage reducer is enveloped within the refrigerantvapor; and wherein the refrigeration system is configured to cool thevoltage reducer.

In a yet further refinement, the refrigeration system is configured tocool the conductor.

In a still further refinement, the aircraft further comprises a voltagereducer electrically coupled between the conductor and the electricalload, wherein the voltage reducer is enveloped within the dielectricgas.

In a yet still further refinement, the voltage reducer is a transformer.

In another further refinement, the voltage reducer is a voltage divider.

In yet another further refinement, the generator is at least partiallyenveloped within the dielectric gas.

In still another further refinement, the conduit is configured toenvelop the conductor in at least one layer of dielectric gas.

Embodiments of the present disclosure include a system for supplyingpower to an aircraft electrical load during flight operations of anaircraft, comprising: an engine mounted in or on the aircraft; agenerator coupled to the engine and configured to generate electricalpower for the aircraft electrical load during flight operations of theaircraft; a conductor electrically disposed between the aircraftelectrical load and the generator; a conduit configured to house theconductor; and a dielectric gas disposed in the conduit; wherein theconduit is configured to at least partially envelop the conductor in atleast one layer the dielectric gas.

In a refinement, the system further comprises a voltage reducerelectrically coupled between the conductor and the aircraft electricalload, wherein the voltage reducer is at least partially enveloped withinthe dielectric gas.

In another refinement, the system further comprises a refrigerationsystem and a refrigerant, wherein the dielectric gas is a refrigerantvapor; and wherein the refrigeration system is configured to cool thegenerator and/or the conductor and/or the voltage reducer using therefrigerant vapor.

In yet another refinement, the generator is at least partially envelopedwithin in the dielectric gas.

In still another refinement, the system further comprises arefrigeration system and a refrigerant, wherein the dielectric gas is arefrigerant vapor; and wherein the refrigeration system is configured tocool the generator and/or the conductor using the refrigerant vapor.

Embodiments of the present disclosure include an aircraft, comprising:an aircraft structure; an engine coupled to the aircraft structure; anelectrical load associated with the aircraft during flight operations; agenerator coupled to the engine and configured to generate electricalpower for the electrical load during flight operations; a conductorelectrically disposed between the electrical load and the generator; andmeans for insulating the conductor with a dielectric gas.

In a refinement, the dielectric gas is a refrigerant vapor.

While the disclosure has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the disclosure is not to be limited to thedisclosed embodiment(s), but on the contrary, is intended to covervarious modifications and equivalent arrangements included within thespirit and scope of the appended claims, which scope is to be accordedthe broadest interpretation so as to encompass all such modificationsand equivalent structures as permitted under the law. Furthermore itshould be understood that while the use of the word preferable,preferably, or preferred in the description above indicates that featureso described may be more desirable, it nonetheless may not be necessaryand any embodiment lacking the same may be contemplated as within thescope of the disclosure, that scope being defined by the claims thatfollow. In reading the claims it is intended that when words such as“a,” “an,” “at least one” and “at least a portion” are used, there is nointention to limit the claim to only one item unless specifically statedto the contrary in the claim. Further, when the language “at least aportion” and/or “a portion” is used the item may include a portionand/or the entire item unless specifically stated to the contrary.

What is claimed is:
 1. An aircraft, comprising: a wing; a fuselagecoupled to the wing; an engine coupled to at least one of the fuselageand the wing; an electrical load associated with the aircraft duringflight operations; a generator coupled to the engine and configured togenerate electrical power for the electrical load; a conductorelectrically disposed between the electrical load and the generator; aconduit configured to house the conductor; and a dielectric gas disposedin the conduit; wherein the conduit is configured to envelop theconductor in the dielectric gas.
 2. The aircraft of claim 1, wherein thegenerator is at least partially enveloped within in the dielectric gas.3. The aircraft of claim 1, wherein the dielectric gas is a refrigerantvapor.
 4. The aircraft of claim 1, further comprising a refrigerationsystem and a refrigerant configured for use with the refrigerationsystem, wherein the dielectric gas is a refrigerant vapor.
 5. Theaircraft of claim 4, wherein the refrigeration system is configured tocool the generator.
 6. The aircraft of claim 4, wherein the generator isat least partially enveloped within the refrigerant vapor
 7. Theaircraft of claim 4, further comprising a voltage reducer electricallycoupled between the conductor and the electrical load, wherein thevoltage reducer is enveloped within the refrigerant vapor; and whereinthe refrigeration system is configured to cool the voltage reducer. 8.The aircraft of claim 4, wherein the refrigeration system is configuredto cool the conductor.
 9. The aircraft of claim 1, further comprising avoltage reducer electrically coupled between the conductor and theelectrical load, wherein the voltage reducer is enveloped within thedielectric gas.
 10. The aircraft of claim 9, wherein the voltage reduceris a transformer.
 11. The aircraft of claim 9, wherein the voltagereducer is a voltage divider.
 12. The aircraft of claim 1, wherein thegenerator is at least partially enveloped within the dielectric gas. 13.The aircraft of claim 1, wherein the conduit is configured to envelopthe conductor in at least one layer of dielectric gas.
 14. A system forsupplying power to an aircraft electrical load during flight operationsof an aircraft, comprising: an engine mounted in or on the aircraft; agenerator coupled to the engine and configured to generate electricalpower for the aircraft electrical load during flight operations of theaircraft; a conductor electrically disposed between the aircraftelectrical load and the generator; a conduit configured to house theconductor; and a dielectric gas disposed in the conduit; wherein theconduit is configured to at least partially envelop the conductor in atleast one layer the dielectric gas.
 15. The system of claim 14, furthercomprising a voltage reducer electrically coupled between the conductorand the aircraft electrical load, wherein the voltage reducer is atleast partially enveloped within the dielectric gas.
 16. The system ofclaim 15, further comprising a refrigeration system and a refrigerant,wherein the dielectric gas is a refrigerant vapor; and wherein therefrigeration system is configured to cool the generator and/or theconductor and/or the voltage reducer using the refrigerant vapor. 17.The system of claim 14, wherein the generator is at least partiallyenveloped within in the dielectric gas.
 18. The system of claim 14,further comprising a refrigeration system and a refrigerant, wherein thedielectric gas is a refrigerant vapor; and wherein the refrigerationsystem is configured to cool the generator and/or the conductor usingthe refrigerant vapor.
 19. An aircraft, comprising: an aircraftstructure; an engine coupled to the aircraft structure; an electricalload associated with the aircraft during flight operations; a generatorcoupled to the engine and configured to generate electrical power forthe electrical load during flight operations; a conductor electricallydisposed between the electrical load and the generator; and means forinsulating the conductor with a dielectric gas.
 20. The aircraft ofclaim 19, wherein the dielectric gas is a refrigerant vapor.